To  Members  of  Congress : 

The  promoters  of  the  Tehuantepec  Ship  Railway  have 
insisted  upon  the  presentation  to  Congress  of  a bill  contain- 
ing a provision  for  a subsidy  to  that  enterprise. 

Should  such  a bill  pass  it  will  entirely  prevent  the  Nicar- 
agua Canal  Company  from  securing  capital,  as  no  private 
enterprise  can  compete  with  the  United  States  in  such  an 
undertaking. 

As  the  canal  is  perfectly  feasible,  and  involves  no  fea- 
. tures  of  experimental  trials  or  doubtful  ^piechanical  con- 
trivances, it  can  hardly  be  to  the  interest  of  the  country  to 
expend  money  from  its  treasury  in  a very  questiwi;ifcl<e/ ven- 
ture at  a time  when  it  will  thereby  arrest  a |)racticable  and/^y 
highly  important  work.  The  French  'Company  is  fairly 
launched,  and  an  attempt  to  construct  an  effective  ship  rail- 
way will  not  in  the  slightest  degree  avert  the  operations  of 
that  company,  the  railway  scheme  not  commanding  sufficient 
respect. 

Should  Congress  charter  both  the  Tehuantepec  and  Nicar- 
agua companies  without  subsidy,  leaving  them  to  find  capi- 
tal as  they  may,  the  result  will  not  be  doubtful,  except 
possibly  as  between  the  Nicaragua  canal  scheme  and  the 
Panama  one,  for  which  a large  amount  has  already  been 
subscribed,  giving  to  it  a great  advantage. 

Very  respectfully, 

S.  L.  PHELPS. 


Washington,  D.  C., 

February  8,  1881. 


ijO. 


The  topographical  features  of  the  Isthmus  of  Tehuantepec 
will  determine  many  of  the  difficulties  to  be  overcome  in 
constructing  and  operating  a ship  railway. 

General  Barnard’s  surveys  for  an  ordinary  railway  across 
it,  and  those  of  Commodore  Shufeldt  for  a ship  canal,  in 
both  of  which  surveys  every  pass  was  subjected  to  examina- 
tion, show  that  tlie  highlands  between  the  two  oceans,  where 
practicable  lines  for  either  undertaking  were  found,  are  only 
about  19  miles  in  width,  and  that  the  elevation  to  be  ovei- 
come  is  754  feet,  while  the  air-line  distance  aci*oss  the  Isth- 
mus at  that  place  is  143.5  miles. 

The  passages  from  the  elevated  plains  to  the  Pacific  are 
through  narrow  gaps  in  ranges  of  hills,  showing  rugged 
limestone  peaks  of  1,500  to  2,000  feet  altitude,  and  the 
descent  is  abrupt  to  the  Pacific  plains,  which  are  about  20 
miles  in  width  and  from  70  to  230  feet  in  elevation.  It  is 
then  about  100  miles  from  the  mouth  of  the  Coatzacoalcos 
River,  along  the  line  of  their  surveys,  to  the  mountain 
ranges.  In  this  distance  the  railway  and  canal  lines  are  in 
the  broad  alluvions  and  valley  of  that  river. 

General  Barnard’s  ascending  grades  from  the  Gulf  of 
Mexico  involve  60  feet  per  mile,  with  sharp  curves,  deep 
cuts,  heavy  fills,  and  tunnels.  In  the  descent  to  the  Pacific 
he  followed  tortuous  mountain  streams  to  obtain  a grade  of 
55  feet  per  mile  in  a running  distance  of  10  miles,  the  dis- 
tance gained  in  a right  line  being  about  5 miles.  The  canal 
descent  found  most  practicable  was  through  a different  gap 
and  on  a large  curve,  with  grades  of  80  feet  per  mile  in  a 
distance  of  8 miles. 

The  profiles  of  these  gaps  show  grades  of  from  113  to  150 
feet  per  mile. 

Under  such  conditions,  what  would  the  construction  and 
operation  of  a ship  railway  involve  ? 

^ in  1^1 


4 


\ 


The  first  inquiry  is,  what  ships  are  to  be  transported? 
Clearly,  the  heaviest  vessels  in  use  anywhere.  Such  ships 
will  be  employed  in  the  long  voyages  between  ports  of  the 
Atlantic  and  of  the  Pacific,  and  such  are  now  employed  be- 
tween California  and  China. 

Weig^lits  to  be  Carried. 

The  displacement  of  a number  of  steamsliips  in  service 
indicate  weights  of  ship  and  cargo  reaching  from  9,000  to 
1*2,000  tons,  their  length  being  from  450  to  500  feet  and  up- 
wards. Hence  ability  to  carry  a ship  and  cargo  weighing 
12,000  tons  is  necessary.  Without  it  the  railway  will  be  a 
failure. 

The  dock  to  lift  such  a weight  to  the  level  of  the  railway 
track  must  raise  the  ship,  and  the  car,  cradles,  and  supports 
to  carry  the  ship,  or,  in  all,  say  24,000  tons.  The  model  of 
the  ship  must  be  known,  that  cradles  and  supports  can  be 
made  in  advance  to  accurately  fit  her  form,  so  as  to  secure 
perfect  support  throughout  the  vessel’s  length.  No  two 
ships  have  the  same  form,  and  cradles  must  be  fitted  for 
each  vessel  carried.  These  cradles  and  supports  must  be 
immensely  strong  to  sustain  a ship  towering  50  feet  above 
the  car — higher  than  her  width, — and  loaded  with  a heavy 
cargo. 

Plan  of  Railway. 

Captain  Eads’  plan  is  to  have  6 tracks ; that  is,  1 2 rails. 
Allowing  5 tons  pressure  upon  each  wheel  under  the  ship 
car,  there  would  be  required  4,800  wheels.  These  placed  at 
3 feet,  centre  to  centre,  would  requii'e  14,400  feet  of  rails, 
or  28  rails  of  500  feet  in  length,  or  2^  times  more  than  Cap- 
tain Eads  adopts ; and  the  rails,  if  under  the  ship,  would 
hardly  be  20  inches  apart ! But  the  central  portions,  where 
the  weight  of  the  ship  is  greatest,  would  require  the  wheels 
to  be  placed  in  greater  proportionate  number ; hence  still  more 


5 


rails  would  be  necessary.  The  pressure  for  a given  area 
would  be  at  least  four  times  greater  than  that  from  any  loco- 
motive in  use. 

There  is  yet  another  cause  of  difficulty.  When  in  motion 
the  ship  would  practically  rest  upon  four  points.  When  cars 
have  4 wheels,  the  weight  is  equally  distributed  over  them ; 
add  2 wheels,  and  4 of  the  6 will  still  carry  the  load,  but 
the  weight  will  be  transferred  momentarily  accoixling  to  de- 
viations in  the  plane  passed  over.  This  source  of  disaster 
from  over-loaded  wheels  would  be  a constant  danger. 

Equivalents. 

The  weight  to  be  transported  is  equivalent  in  amount  to 
the  weight  of  over  1,200  freight  cars  and  their  loads.  Such 
a train  would  extend  8 miles  along  a railway  track,  and,  on 
gradients  not  exceeding  40  feet  per  mile,  would  require  60 
locomotives.  For  such  grades  as  would  be  necessary  across 
the  Isthmus  many  more  engines  would  be  required, 

Clianjfes  in  Oradients. 

The  ship  in  view  is  one-tenth  of  a mile  in  length.  A 
change  in  the  inclination  of  the  road-bed  from  the  horizontal 
to  grades  of  10,  20,  50,  or  more  feet  in  a mile  would  suspend 
this  vessel  by  the  ends  while  entering  upon  the  new  gradi- 
ent. At  • one  point  the  ship’s  middle  portion  would  be,  in 
such  changes,  from  6 inches  to  2^  feet,  and  so  on,  above  the 
level  of  the  platform  car,  and  would  not  therefore  rest  in 
the  cradles  at  all.  A failure  to  so  rest  upon  them  by  one 
inch  in  the  case  of  a loaded  ship  would  be  destruction  to 
.fastenings.  It  is  possible  springs  might  be  resorted  to 
where  there  are  3 or  4 inches  of  difference  in  level,  and  thus 
a ship  might  in  running  a great  distance,  be  gradually  got  to 
an  inclination  of  fifty  feet  or  more  per  mile.  But  the  earth’s 
surface  there  admits  of  no  such  method.  The  profiles,  as 


6 


already  stated,  show  an  abrupt  character  of  ascents  and  de- 
scents. 

In  General  Barnard’s  railway. route,  where  traversing  the 
elevated  section  from  the  Jal tepee  river  to  the  Pacific  plains, 
and  involving  an  ascent  on  the  one  side  of  437  feet  and  a 
descent  on  the  other  of  593  feet,  the  ascents  and  descents 
were,  respectively,  1,346  feet  and  1,221  feet,  exhibiting  an 
uneven  surface  in  the  elevated  land. 

A ship  railway  must  be  absolutely  straight,  and  tunnels 
are  out  of  the  question.  It  is  proposed  to  change  direction 
by  use  of  turn-tables.  These  must  be  horizontal,  and  will  not 
avail  in  overcoming  sharp  ascents  or  descents.  If  a ship  can 
be  hauled  up  gradients  of  115  to  150  feet  per  mile,  then  the 
elevations  can  be  surmounted,  provided  the  ship  can  first  be 
changed  sufiSciently  in  inclination  to  the  horizontal.  This 
change  in  inclination  would  become  necessary  many  times  in 
the  distance  across  the  Isthmus. 

Tilting-tahles  have  been  suggested.  These  must  be  500 
feet  long,  and  must  carry,  with  a pivoting  centre,  24,000 
tons  besides  their  own  weight,  which  would  be  probably  as 
much  more.  Such  a structure,  weighing,  with  its  load, 

48.000  tons,  would  be  a prodigious  thing  to  manage.  Think 
of  over  one  hundred  millions  of  pounds ! 

Change  in  Direction. 

This  would  be  frequently  necessary  in  that  mountain 
country  and  can  only  be  effected  by  use  of  turn-tables^  which 
must  be  500  feet  or  more  in  diameter,  and  must  carry 

24.000  tons  and  their  own  weight,  which  would  probably 
approximate  to  the  weight  carried,  or  say  another  24,000 
tons,  and  tlie  whole  weight  would  again  be  48,000  tons- 
more  or  less.  The  wheels  of  a loaded  freight  car,  by  in- 
cluding the  weight  of  car,  trucks,  and  wheels,  are  subjected 
to  a pressure  of  about  2^  tons  each.  If  the  wheels  of  the 
turn-table  are  supposed  to  take  twice  as  much,  that  is,  5 tons 


7 


pressure  each,  9,600  wheels  would  be  required  for  each  one, 
reduced  in  number  by  whatever  proportion  of  the  weight  is 
carried  upon  the  pintftl.^ . 

Meeting*  Ships. 

What  is  said  of  turn-tables  can  also  be  said  as  to  sidings 
to  enable  meeting  ships  to  pass.  Similar  weights  are  to  be 
moved,  and  upon  a like  number  of  wheels.  There  must 
also  be  an  extra  track  to  run  in  for  the  passing  ship  to  take. 
Turn-tables  might  also  be  resorted  to  for  this  purpose. 

It  will  be  seen  that  these  devices  involve  incredible 
weights,  a vast  number  of  wheels,  and  very  costly  construc- 
tions. In  a distance  of  160  to  180  miles  there  must  be 
several  sidings  for  passing  ships  and  many  “turn-tables,” 
besides  frequent  til  ting-tables  for  changing  the  inclination 
of  the  ship  to  the  horizontal. 

Ships  ill  Storms. 

A ship  in  the  water  is,  for  its  strength,  the  lightest  of 
structures,  while  out  of  the  water  it  is  the  heaviest  of  struc- 
tures for  its  strength.  Resting  in  water,  the  ship  is  sus- 
tained by  a medium  entirely  surrounding  the  bottom  and 
pressing  in  equal  force  upon  every  inch  of  its  surface.  In  a 
gale  of  wind  the  ship  offers  to  the  blows  and  force  of  seas  a 
curved  or  semi-cylindrical  form,  fortified  by  interior  knees, 
frames,  beams,  and  decks.  Floating  in  a fluid,  the  vast  mass 
yields  to  seas  by  easy  movements  which  involve  no  injury, 
because,  whether  rolling  or  pitching,  the  support  from  the 
water  is  uniform  at  all  times  and  at  all  points.  There  is  no 
inequality  of  pressure  from  the  supporting  water.  The  ship, 
whatever  its  momentary  position,  is  sustained  in  the  direc- 
tion of  its  gi’avity  equally  in  all  the  submerged  portion, 
which,  in  effect,  is  always  the  same  in  amount.  When 
waves  toss  the  ship  about,  it  becomes  a falling  body  re- 
ceived upon  a water  cushion^  so  to  speak,  which  presses  and 


8 


yields  everywhere  in  exactly  the  same  degree;  hence  there 
is  little  or  no  strain  in  a well-constructed  ship  when  the 
weight  carried  is  evenly  distributed,  as  seamen  take  care  it 
shall  be.  Moreover,  there  is  comparatively  little  motion  in 
the  bottom  of  the  vessel,  whatever  there  mav  be  30,  40,  or 
50  feet  above  it,  because  motions  at  sea  are  from  the  bottom 
as  the  centre.  Ships  often  spring  leaks  at  sea,  but  those  are 
weak  or  defective  in  construction,  in  bad  repair,  or  badly 
loaded.  When  staunch  vessels  meet  with  disaster,  it  is 
usually  through  the  weight  of  seas  falling  upon  the  decks, 
or  force  of  blow\s  that  open  seams — not  often  from  longi- 
tudinal strains. 

Taken  out  of  water  and  placed  upon  a platform,  the  fea- 
ture of  being  equally  sustained  is  lost.  While  at  rest  there 
will  be  strains,  because  the  ship  is  a rigid  structure  resting 
upon  a rigid  support,  which  cannot  be  maintained  as  a per- 
fect plane,  nor  can  the  ship  cradles  be  so  shaped  and  placed 
under  the  ship  that  all  will  receive  the  same  degree  of  pres- 
sure at  all  points  from  the  weight  carried.  Any  defect  in 
this  respect  causes  strains  upon  rivets  and  bolts  in  the  effort 
of  the  supported  mass  to  conform  to  the  supports.  If  to 
the  weight  of  the  hull  is  added  the  pressure  of  thousands  of 
tons  of  cargo,  the  force  exerted  to  destroy  fastenings  is 
greatly  increased. 

Now,  place  this  ship  and  platform  on  wheels,  and  these 
upon  iron  rails  subjected,  in  a length  of  500  feet,  to  the  pres- 
sure of  24,000  tons  weight,  the  whole  carried  alternately  on 
earth  in  cuts  and  fillings  exposed  to  the  action  of  enormous 
rain-falls,  can  one  doubt  that  serious  inequalities  will  be  met 
in  every  section  passed  over  which  will  subject  the  hull  to 
severe  strains  ? The  exterior  will  not  show  the  extent  of 
damage  hidden  beneath  the  cargo — damage  that  will  be  left 
to  be  developed  in  the  first  gale  encountered. 

The  hull  would  tower  50  feet  above  the  platform,  while 
above  all  still  would  be  masts  and  yards.  The  cargo  inside,  30 


9 


or  40  feet  deep,  with  its  vast  weight  acting  outwardly  on  the 
weak  bottom  and  sides — weak  in  construction  as  against  in- 
terior pressure,  and  weak  out  of  water  because  insufficiently 
supported — would  be  a potent  power  for  destruction.  It 
becomes  a wedge  of  vast  splitting  force,  increased  in  its 
effect  by  the  vibrations  transmitted  to  the  mass  when  in 
motion  over  the  rails. 

A Ship  on  Cars  in  a Oale  of  Wind. 

The  north  winds  spring  up  suddenly  and  frequently  at 
certain  seasons,  sweeping  across  the  Isthmus  of  TehuantejDec 
with  great  violence,  and  often  are  of  long  duration.  Sea 
captains  in  passing  the  Gulf  of  Tehuantepec  keep  close 
under  the  shore  to  avoid  the  heavy  sea  due  to  these  high 
winds.  The  ship,  in  the  highlands  especially,  would  present 
a hull  50  feet  high  and  500  feet  long  to  the  action  of  these 
winds,  a surface  of  25,000  square  feet,  besides  yards,  masts, 
boats,  chimneys,  &c.  The  great  wind-force  of  these  gales — 
12  to  25  pounds  or  more  per  square  foot — would  act  upon 
the  side  of  the  car  from  the  wind  with  a great  leverage 
and  with  an  irresistible  power  tor  destruction  to  STipports, 
cradles,  and  wheels.  Ordinary  cars,  indeed,  whole  trains, 
have  been  blown  from  tracks  in  winds  no  more  violent  than 
those  at  Tehuantepec.  Storms  always  create  grave  appre- 
hension for  ships  in  dock. 

/ 

General  Considerations. 

The  distance  saved  for  steamers  by  way  of  Tehuantepec 
between  the  Atlantic  and  Pacific  ports  of  our  country  would 
be  only  510  miles,  as  compared  with  the  distance  via  the 
Nicaragua  Canal  route,  and  much  of  this  advantage  would 
be  lost  in  the  outward  voyages  in  steaming  against  the 
Gulf  stream.  For  sailing  craft  in  outward  voyages  the 
Tehuantepec  route  is  farther  than  via  Nicaragua.  Be- 
tween our  Gulf  ports  and  the  Pacific  States  the  distance 


10 


via  tlie  Canal  would  be  considerably  greater,  but  those  are 
mainly  ports  of  exportation.  The  future  carrying  trade  be- 
tween the  Atlantic  and  Pacific  ports  of  the  Untited  States 
will,  in  the  westerly  voyages,  consist  mostly  of  manufac- 
tured goods  and  coal.  In  the  easterly  voyages  freights  will 
be  largely  exports.  Our  great  interests  are  therefore  be- 
tween ports  favored  in  small  degree  in  distance  via  Tehuan- 
tepec. That  route  is  also  a more  remote  one  from  all  our 
Atlantic  ports  to  the  entire  west  coasts  of  Central  and  South 
America,  where  we  have  an  important  and  growing  trade. 
The  Gulf  about  the  mouth  of  the  Coatzacoalcos  is  a dangerous 
locality  for  sailing  craft  in  the  norther  season,  when  they 
would  be  on  a lee  shore.  • The  great  ship-canal  in  Holland 
has  locks  23  feet  deep,  yet  681  vessels  of  all  classes  have 
passed  them  in  24  hours.  How  many  sidings  and  locomo- 
tives and  ship- cars  would  such  a trade  across  Tehuantepec 
involve  ? 

One  lock  is  as  much  a measui*e  of  the  capacity  of  a 
canal  as  are  12  locks.  What  can  be  done  in  the  Holland 
Canal  can  be  done  in  the  Nicaragua  Canal.  Why  resort  to 
an  experiment  of  such  doubtful  character  and  so  vastly  ex- 
pensive as  a ship  railway  when  a cheap,  safe,  and  desirable 
ship  canal  route  offers  ? Builders,  owners,  seamen,  and  un- 
derwriters all  condemn  the  railway  plan  as  impracticable,  if 
for  no  other  reason  than  that  ships  cannot  be  taken  out  of 
water  safely  with  cargo  on  board.  The  canal  can  be  oper- 
ated and  maintained  at  an  expense  amounting  to  less  than 
$1,000,000  per  annum  The  Suez  Canal,  100  miles  long, 
costs  $800,000  yearly.  The  Nicaragua  Canal  proper  is 
53.17  miles  long.  The  railway  expenses  will  be  a*t  least 
60  per  cent,  of  its  gross  receipts,  and  probably  much  more. 
This  great  difference  in  cost  will  be  a direct  tax  upon 
shipping  and  upon  our  coast  trade.  In  other  words,  such 
tolls  as  would  pay  a handsome  return  upon  the  capital  in- 
vested in’  the  Nicaragua  Canal  would  hardly  pay  the  run- 


11 


ning  expenses  of  a ship  railway,  even  supposing  one  a pos- 
sible and  practicable  undertaking,  which  it  is  not. 

Estimated  Cost. 

The  estimated  cost  of  the  canal  is  $41,000,000;  that  of 
the  railway,  for  which  no  surveys  have  been  made^  is 
$75,000,000.  Doubling  these  estimates  to  cover  all  kind 
of  contingencies  will  make  the  canal  cost  $82,000,000  and 
the  railway  $150,000,000.  As  projected,  the  railway  scheme 
involves  about  as  much  canal  as  the  Nicaragua  route,  and 
will  have  two  lochs. 

Ten  millions  of  dollars  gross  receipts  for  the  Nicaragua 
Canal  would,  after  allowing  $1,000,000  for  all  expenses,  net 
$9,000,000,  or  near  11  per  cent,  upon  outlay.  It  should  be 
remembered  that  120  of  the  173  miles  across  Nicaragua  would 
be  wide  river  or  lake  navigation,  involving  no  kind  of  ex- 
pense, except  for  towage  of  sailing  vessels.  A great  increase 
in  canal  business  would  but  slightly  increase  its  expenses, 
and  that  only  for  towage. 

Ten  millions  gross  receipts  for  the  railway  would,  after 
• deducting  60  per  cent,  for  expenses,  leave  $4,000,000  net,  or 
2f  per  cent,  on  outlay.  The  average  expenses  of  railways 
bear  a larger  ratio  to  receipts  than  60  per  cent.,  and  it  can- 
not be  doubted  that,  if  in  any  degree  practicable,  the  ship- 
railway would  be  enormously  expensive  in  proportion  to 
gross  receipts. 

This  difference  in  the  cost  of  operating  the  canal  and  rail- 
way will  become  a direct  tax  upon  the  industries  of  our 
country  and  the  products  of  the  Pacific  States,  and  upon 
our  commerce,  for  half  of  the  business  of  the  transit  will  be 
American.  The  United  States  are  asked  to  fasten  this  need- 
less tax  on  the  country,  and  to  do  it  by  putting  up  a vast 
sum  of  money  to  try  an  experiment  for  which  a favorable 
result  cannot  be  anticipated. 


12 


Welland  Canal. 

The  Welland  & St.  Lawrence  Canal  system  has  a total 
length  of  71  miles  and  overcomes  an  elevation  of  549  feet. 
It  has  been  in  operation  many  years,  but  is  now  being  en- 
larged to  admit  the  passage  of  vessels  of  2,500  tons  burden 
from  the  Atlantic  Ocean  to  Lake  Superior.  The  enlarge- 
ment will  be  completed  in  readiness  for  the  coming  wheat 
crop,  and  the  whole  cost  will  then  have  been ' about 
$52,000,000. 


APPENDIX. 


Capacity  of  some  dry-docks  and  marine  railways  in  the  United  States  : 


Hailioays. 

Baltimore 

Fair  Haven,  Conn 

Hunter’s  Point 

New  London,  Conn 

Norfolk 

Wilmington,  Del 

Wilmington,  N.  C 

Balance  Docks. 

Mobile,  Ala 

New  York 


capacity.  .1,500  tons 

“ ..  450  “ 

“ ..1,600  “ 

. . 500 

“ ..1,500  “ 

“ . . 800  “ 

“ . . 900  “ 


capacity.  .3,000  tons 
“ ..8,000  “ 


Sectional  Docks. 

Jersey  City 

Philadelphia 

Mare  Island,  Cal 


capacity . . 1,800  tons 
“ ..2,000  “ 

“ ..5,300  “ 


Dry-Docks. 

Brooklyn  and  Charlestown capacity,  each.  .7,000  tons 

Norfolk capacity ..  7,000  “ 

Borland,  Me “ ..8,000  » 


It  will  be  seen  that  railways  to  take  vessels  out  are  for  comparatively 
small  craft.  The  largest  found  in  a table  of  docks  is  the  one  at 
Hunter’s  Point.  Where  heavier  ships  are  to  be  handled  other  docks 
appear  to  be  preferred  as  more  safe  or  practicable.  Yet  none  of  the  dan- 
gers arising  from  a carriage  overland  offer  in  a marine  railway.  It  is  as 
perfect  an  incline  as  can  be  constructed  and  upon  foundations  built  at  an 
expense  and  with  a degree  of  care  quite  impracticable  in  a long  ship 
railway,  while  the  steam  power  is  stationary  and  the  movement  in  taking 
ships  out  extremely  slow.  * 


The  grant  for  a ship  railway  across  Tehuantepec  has  not  been  con- 
firmed by  the  Mexican  Congress  and  is  not  valid  until  confirmed.  Some 
of  its  features  are  given  in  these  extracts  from  the — 

New  York  Times.,  Feh'y  3. 

Article  17  forbids  the  company  to  exercise  any  power  or  privileges  in  relation  to 
the  issue  of  bonds  or  other  guarantees  that  may  be  in  conflict  with  the  provisions  of 
the  laws  of  Mexico,  and  the  second  section  of  article  25  specifically  provides  that  for 
granting  to  the  United  States  those  concessions  which  Capt.  Eads  has  proposed  in 
his  bill,  the  Mexican  grant  shall  be  null  and  void.  The  section  alluded  to  prescribes, 
in  distinct  terms,  that  for  alienating,  transferring,  or  mortgaging  this  concession  or 


14 


the  rights  derived  from  it,  to  any  foreign  State  or  Government,  or  for  admitting  it 
as  a partner,  the  concession  made  by  Mexico  shall  be  void.  Under  this  section  a 
contract  such  as  Capt.  Eads  proposes  with  the  United  States  would  make  his  grant 
from  Mexico  absolutely  worthless.  In  order  to  enforce  the  abrogation  of  the  con- 
cession as  provided  by  article  25,  it  is  provided  in  the  succeeding  article  of  the  con- 
cession that  “if  the  voidance  should  have  been  caused  by  alienation,  mortgage,  or 
transfer  to  a foreign  government,  or  because  of  its  becoming  a partner,  in  addition 
to  the  working  of  the  nullity  of  the  act  or  the  voidance  of  the  present  contract,  the 
Nation  shall  enter  at  once  into  possession  of  the  control  of  the  road,  its  accessories 
and  lands,  without  the  company  having  the  right  of  indemnification  of  any  kind.” 

That  the  Mexican  Government  in  making  the  concession  to  Capt.  Eads  determined 
to  maintain  absolute  control  of  the  proposed  railway  is  shown  by  article  28,  which 
reads  as  follows:  “The  company  shall  be  Mexican,  even  though  some  or  all  of  its 
shareholders  be  foreigners,  and  shall  be  subject  exclusively  to  the  jurisdiction  of  the 
tribunals  of  the  Republic  in  all  matters  of  which  the  cause  of  action  may  take  place 
within  its  territory.  The  company  itself,  as  well  as  all  foreigners  and  their  success 
sors  taking  part  in  the  enterprise,  whether  as  shareholders,  employes,  or  in  any  char- 
acter whatsoever,  shall  be  considered  as  Mexicans  in  all  things  relating  to  the  com- 
pany ; nor  can  they  even  allege  with  regard  to  title  to  property  and  other  matters 
connected  with  the  company,  rights  as  foreigners  under  any  pretext  whatsoever. 
They  shall  have  those  rights  and  the  means  of  making  them  valid  which  the  laws  of 
the  Republic  confer  on  Mexicans,  and  consequently  not  subject  to  interference  on 
the  part  of  foreign  diplomatic  agents.”  It  will  thus  be  seen,  by  the  very  terms  of 
the  concession  made  by  the  Mexican  Government,  that  Capt.  Eads  is  asking  the 
United  States  to  contribute  money  for  an  enterprise  which,  when  completed,  would 
be  entirely  under  the  control  of  the  Mexican  Government,  and  which  could  not  only 
be  used  by  that  Government  against  the  United  States  in  the  event  of  war  between 
the  two  countries,  but  which  would  become  the  property  absolutely,  of  Mexico,  by 
reason  of  the  very  contribution  which  Capt.  Eads  is  soliciting  from  this  Government. 

Opinions  of  Shipbuilders  in  Relation  to  Hauling-  up  or  Rocking  Ships 

Having  Cargoes. 

“ I am  in  receipt  of  your  communication,  and  in  reply  I have  to  say  that  in  my 
opinion  a ship  or  steamer  of  large  dimensions  cannot  in  safety  be  taken  out  of  the 
water  with  cargo  on  board,  as  there  would  be  great  danger  of  injury  to  the  hull,  and 
consequently  cannot  be  safely  transported  with  cargo  on  a ship  railway. 

“Very  respectfully, 

“ JOHN  ROACH.” 

Wm.  H.  Webb,  Esq.,  the  celebrated  shipbuilder,  concurs  in  this  opinion. 

The  Harlan  & Hollinsworth  Company,  of  Wilmington,  Delaware,  say  : “If  the 
foundations  of  the  railroad,  having  six  tracks,  could  be  made  substantial,  so  as  not 
to  yield  under  the  immense  weight  of  a loaded  ship,  we  believe  that  a cradle  could  be 
constructed  to  .receive  the  ship  and  transport  it  the  distance  named  without  injury. 
But  to  do  so  the  ship  would  have  to  be  constructed  specially  for  such  service,  having 
such  peculiarity  of  construction  as  would  permit  such  handling  without  fear  of  injury. 
The  ordinary  wooden  vessel  of  to-day  would  hardly  venture  upon  such  a journey  over- 
land ; neither  would  underwriters  take  the  risk  of  damage  unless  vessels  were  pre- 
pared for  sifbh  service. 

“ We  have  read  very  carefully  the  letters  written  by  Admiral  Ammen  to  Mr.  King. 
We  think  he  has  left  very  little  to  be  said  hereafter,  as  he  has  covered  the  ground 
fully.” 

The  Pusey  & Jones  Company,  of  Wilmington,  Delaware,  say:  “ So  far  as  relates 
to  injury  resulting  to  the  vessel  itself  from  being  raised  from  the  water  while  loaded 
opinions  will  differ.  A new,  strongly-built  iron  ship  might  endure  this  without  dam- 
age, but  in  our  opinion  the  element  of  danger  of  sustaining  serious  damage  while 
being  transported  under  such  condition  would  be  regarded  by  the  average  ships 
owner  as  a risk  which  he  would  not  be  warranted  in  taking,  and  we  are  further  of 
opinion  that  underwriters  would  share  the  shipowner’s  views, 

“ In  so  far  as  the  element  of  danger  of  sustaining  damage  relates  to  wooden  ships, 
or  iron  ones  whose  plates  have  become  thinned  by  age,  the  carriage  proposed  would 
be  simply  destruction. 


15 


“ However  well  a ship  might  stand  the  strain  of  being  quietly  docked  with  a heavy 
cargo  on  board,  the  fact  could  hardly  be  used  as  an  argument  that  she  could  be  safely 
transported  while  so  raised  from  the  water ; the  dynamic  etfect  of  the  load  and  of 
the  boilers  and  machinery  would  be  an  element  of  danger  that  only  extraordinarily 
strongly  built  ships  could  resist,  and  very  probably  even  these  would  not.” 

“As  to  the  uniform  solidity  of  the  road-bed  necessary  to  safety  of  transportation, 
we  are  of  opinion  that  in  a country  so  subject  to  heavy  falls  of  rain  as  is  that  of  the 
one  on  which  it  is  proposed  to  make  the  road  the  problem  presented  is  so  difficult 
as  to  be  scarcely  capable  of  solution.” 

“ Finally,  we  think  the  whole  question  of  a ship-railway,  as  proposed,  is  so  full  of 
grave  and  scarcely  surmountable  difficulties  that  it  is  scarcely  worth  consideration.” 

T.  F.  Rowland,  Esq.,  Continental  Works,  N.  Y.,  says:  “I  have  some  crude 
notions  as  to  the  best  method  of  moving  large  and  heavy  bodies,  and  feel  certain 
that  ‘ carriage  on  wheels  ’ cannot  be  so  classified.  Although  it  may  be  theoretically 
possible  to  equally  distribute  the  weight  of  a moving  body  upon  any  desired  number 
of  supports,  practically  it  is  almost  a mechanical  impossibility  to  do  so.  A four- 
wheeled  vehicle  will  equally  load  each,  but  if  another  pair  of  wheels  are  added  they 
will  carry  the  whole  load  or  no  part  of  it,  as  the  road  varies  more  or  less  from  a per- 
fect plane.  In  cars  and  locomotives  eight  wheels  in  place  of  four  are  desirable, 
but  experience  has  proved  they  must  be  grouped  in  trucks  or  harnessed  with 
springs,  equalizing  bars,  or  other  devices  in  order  that  in  effect  the  load  must  rest 
upon/bwr  points  only.  The  car  and  locomotive  are  strong  enough  for  this  treat- 
ment, but  not  so  the  ship,  whose  shape,  strength,  and  general  make-up  demand  con- 
ditions of  support  which  can  best  be  obtained  by  being  water-borne,  and  cannot 
otherwise  without  more  or  less  injury  to  the  structui-e.  So  it  happens  when  it 
becomes  necessary  to  dry-dock  or  haul  a ship  great  judgment,  care,  and  labor  are 
demanded  to  know  when  and  how  to  tighten  or  loosen  the  supports  and  to  perform 
the  operation  without  seriously  injuring  the  vessel ; so  much  so  is  this  the  case  I 
think  it  may  be  safely  assumed  that  few  vessels  are  dry-docked  without  sustaining 
more  or  less  permanent  injury.” 

The  Atlantic  Works  of  Boston  say:  “Our  positive  ignorance  of  this  matter 
throughout  forbids  our  expressing  any  opinion  at  length.  It  does  not  seem  to  us  a 
feasible  plan,  and  we  do  not  believe  it  will  ever  be  accomplished.  Were  it  not  that 
Capt.  Eads  has  already  ‘ done  wonderful  things,’  we  should  not  hesitate  to  declare 
this  scheme  impossible  of  execution.” 

The  above  expressions  of  opinion  comprise  those  of  all  the  firms  in  our  country, 
except  one,  which  construct  large  iron  ships. 

Opinion  of  C’ivil  Engineers. 

The  Honorable  John  Conness,  formerly  of  the  United  States  Senate,  has  forwarded 
the  following  expression  of  opinion  of  an  able  civil  engineer  in  whom  he  has  great 
confidence:  “Admiral  Ammen’s  testimony  before  the  select  committee,  as  given  in 
the  slips  sent  me,  tells  the  whole  story,  and  puts  Eads’  absurd  project  in  its  right  light. 
* * The  first  thing  that  must  strike  any  one  acquainted  with  shipping  is  the 

utter  impossibility  of  transporting  a loaded  ship  of  even  1,000  tons  capacity,  as  ships 
are  now  constructed,  any  considerable  distance  on  a railway  with  safety.  I know 
something  of  ship  construction,  have  built  and  operated  marine  railways,  and  I have 
no  hesitation  in  saying  that  I do  not  believe  one  ship  in  ten  of  our  present  commer- 
cial marine,  loaded,  can  be  hauled  up  with  perfect  safety^  out  of  water,  on  any  of  our 
most  complete  marine  railways.  It  is  considered  dangerous  to  allow  a loaded  vessel 
to  take  bottom  under  the  most  favorable  circumstances.  In  one  word,  before  Eads’ 
railway  (if  built)  could  be  used,  we  would  have  to  build  shijis  expressly  for  it.  Now, 
supposing  the  railway  built,  and  the  ships  for  it,  the  real  difficulties  have  just  begun. 
What  sort  of  a car  or  cradle  will  he  place  his  ship  in  ? Will  it  move  on  wheels  or 
rollers  ? If  on  rollers,  how  will  he  attain  any  speed ; and  if  on  wheels,  how  many 
will  his  car  need  to  carry  a weight  of  from  3,000  to  5,000  tons?  A common  freight- 
car  needs  eight  wheels  to  carry  ten  tons.  The  motive  power  must  be  from  station- 
ary engines.” 

Win.  J.  McAlpine,  Esq.,  second  to  no  civil  engineer  in  this  country,  wrote  that  he 
regarded  the  Eads  scheme  quite  as  visionary  as  M.  de  Lesseps’  canal  at  the  ocean 
level,  and  that  he  would  discuss  the  subject  without  delay.  Since  that  time,  illness 
has  confined  him  to  his  bed,  and  so  far  delayed  his  expressed  intention.  His  opinion 


16 


has  special  value,  as  he  has  full  professional  knowledge  of  the  ground,  having  re- 
cently spent  months  examining  and  locating  the  best  lines  for  railway  between  the 
oceans. 

Reg'ardiiig;'  Insurance. 


J.  Parker,  Esq.,  of  New  York,  writes  as  follows:  “In  all  my  experience  dur- 
ing the  last  fifteen  years  as  an  underwriter’s  surveyor,  and  in  my  present  capacity  as 
a manager  of  a book  of  classification,  I have  never  known  a vessel  to  be  docked  with 
her  cargo  in,  except  for  the  purpose  of  raising  her  slightly  in  order  to  reach  a leak  a 
little  under  water.  No  dock-master  would  consent  to  raise  a vessel  laden  with  the 
cargoes  that  are  likely  to  be  sent  hence  to  San  Francisco,  or  thence  through  a ship- 
canal,  through  a railway  over  the  Isthmus  of  Darien,  or  Captain  Eads’  proposed 
route  ; and  I am  very  decidedly  of  the  opinion  that  no  vessel  so  laden  could  safely 
be  taken  across  such  a railway,  and  then  sent  upon  an  ocean  voyage.  Certainly  she 
could  not  be,  unless  a new  style  of  naval  construction  were  first  adopted. 

“As  to  the  general  subject,  I suppose  that,  in  the  face  of  the  experience  of  the  Suez 
Canal,  and  the  vast  saving  of  time  and  distance  worked  out  by  that,  no  one  can  doubt 
that  a ship-canal  through  the  Isthmus,  or  Nicaragua,  would  be  a vast  benefit  in  every 
way  to  the  commerce  Of  this  country,  and  to  the  Nations  generally.  I do  not  be- 
lieve it  would  revive  our  commerce,  or,  rather,  our  mercantile  marine ; that  will 
never  be  revived  until  the  burdens  it  has  to  bear,  from  which  the  marine  of  all 
other  nations  are  exempt,  are  taken  off,  but  it  will  of  coiirse  give  additional  advan- 
tages to  the  few  vessels  that  now  fly  our  flag,  and  are  confined  to  the  coasting  trade. 

“ Yours  very  truly. 


“J.  PARKER,  Secretary. '' 


Opinion  of  C.  H.  Mallory,  Esq.,  a former  shipbuilder,  ship  captain,  and  now  a 
large  ship-owner : 

“ Your  favor  of  the  20th,  asking  for  an  expression  of  our  opinion  of  the  practica- 
bility of  transporting  loaded  ships  over  a railroad  one  hundred  miles  ‘ without  being 
water-borne  ’ is  received.  * * * We  have  given  some  thought  to  this  matter,  and 

have  believed  it  impossible  to  transport  a loaded  ship  over  miles  of  railroad  in  a cradle 
without  being  water-borne  without  great  damage  to  the  ship. 

“ It  is  considered  highly  dangerous  to  take  a loaded  ship  out  of  water  on  one  of  our 
sectional  or  balance-docks,  and  it  is  the  rnle,  and  is  required  by  underwriters  in  most 
instances,  that  the  cargo  in  whole  or  part  shall  be  discharged.  It  appears  to  me  that 
an  iron  ship,  loaded  with  heavy  cargo,  transported  on  a railroad  over  one  hundred 
miles  (however  smooth)  without  being  water-borne  or  some  equivalent,  would  be 
very  apt  to  require  an  entire  new  fastening  of  rivets  before  launching  again.” 

Opinion  of  the  Olfieer  Who  Transported  the  Ohelish. 

Lieut.-Com’r  Gorringe  says  : “However  successful  Captain  Eads  may  be  in  mov- 
ing a laden  ship  across  such  a distance  over  such  varying  grades,  the  ship  would  not 
float  on  reaching  the  point  where  the  floating  would  be  a matter  of  some  importance. 
* * * The  jarring  in  motion,  no  less  than  the  development  of  strains  not  provided 

for  in  ship  construction,  must  inevitably  open  every  seam  and  cause  every  rivet  to 
leak.” 

In  asking  for  and  presenting  information,  it  is  worth  while  to  state  that  nothing 
has  been  suppressed  from  a divergence  or  difference  of  opinion,  which  might  be  sup- 
posed to  be  the  case  from  the  unanimity  or  concordance  of  the  above  opinions. 


Kuds’  Plan— Practical  Views  on  the  Proposed  Isthmus  Railway. 

Philadelphia,  January  28,  1881. 

To  the  Editoi' : 

I notice  that  Captain  Eads  has  made  a proposition  to  build  a ship-railway  across 
the  Isthmus,  to  carry  ships  loaded  with  their  cargoes,  and  I beg  herewith  to  say,  as 
a practical  ship-builder,  that  such  a proposition  is  nothing  mote  than  a delusion  upon 
our  people.  I have  built  over  one  hundred  ships,  some  of  them  the  largest  sailing- 
ships  in  the  world,  and  it  is  with  the  greatest  care  that  all  ship-builders  are  compelled 
to  lay  the  keels  and  see  that  the  foundations  for  the  launching-ways  have  the  very 
best  possible  bearing  that  can  be  devised,  so  that  the  vessel  can  be  launched  with 
safety,  without  injury  to  the  hull,  when  sliding  a distance  of  only  one  and  one-half 
times  its  own  length. 

I also  notice  that  our  Government  has  been  asked,  and  it  is  thought  that  it  will 
endorse  the  measure  by  guaranteeing  some  $50,000,000.  Before  any  enormous  ex- 
penditures are  made  it  would  be  well  to  pause  and  consider  what  we  are  to  receive 
for  our  money  after  the  work  is  done,  and  what  are  the  benefits  arising  from  it.  Is 
the  scheme  a practical  or  a theoretical  one?  Speaking  for  myself — and  I claim  to 
speak  from  a practical  stand-point,  backed  by  years  of  experi^ce  in  handling  ships — 
I am  free  to  say  I believe  the  enterprise  a delusion,  and  there  is  not  a single  naval 
constructor  or  engineer  in  the  Government  employ,  who  lays  any  claim  to  practica- 
bility, who  would  be  willing  to  endorse  such  a scheme  or  stake  his  official  reputation 
upon  the  success  of  any  scheme  requiring  the  carrying  of  a vessel,  with  her  cargo, 
one  hundred  miles  overland,  when  it  is  a well-settled  rule  among  them  all  to  prefer 
to  sail  a vessel  thousands  of  miles  rather  than  launch  her  three  hundred  feet  with 
only  her  own  weight  (no  cargo)  upon  the  ways.  * * * 

Nathaniel  McKay. 

The  Atlantic  Works, 

Builders  of  Iron  and  Wooden  Steamships, 

East  Boston,  February  10,  1881. 

Bear-Admiral  Daniel  Ammen,  U.  S.  N.  : 

Dear  Sir:  Keplying  to  yours  of  the  31st  ult.,  in  our  opinion  the  railroad  project 
will  never  be  carried  out,  for  the  simple  reason  that  it  is  not  practicable  and  cannot 
accomplish  the  results  claimed. 

The  opinions  expressed  by  Mr.  Nath’l  McKay,  in  his  article  in  The  American  Ship, 
is  just  our  opinion  regarding  the  railway. 

As  to  the  canal,  while  we  confess  ignorance  as  to  details,  we  have  no  doubt  of  the 
feasibility  and  the  beneficial  results  of  its  construction. 

Very  truly  yours, 

ATLANTIC  WOEKS, 

ALFRED  E.  COX,  Jr. 


Office  of  Delamater  Iron  Works, 

New  York,  February  11,  1881. 

Daniel  Ammen,  Esq.,  Bear- Admiral  U.  S.  Navy : 

Dear  Sir:  Your  letter  of  January  31st  was  duly  received  with  enclosures.  We 
feel  the  subject  is  one  that  requires  more  careful  investigation  than  we  have 'been 
able  to  give  the  subject.  We  have  read  the  articles  sent  us  and  of  course  much  other 
matter  relating  to  this  subject.  We  have  never  believed  that  the  railroad  scheme 
could  be  brought  to  an  actual  issue.  We  believe  no  private  capital  could  be  had  for 
such  a purpose.  As  large  owners  of  steam  vessels,  we  should  not  allow  a steamer 
loaded  with  cargo  to  be  taken  out.  Of  course  we  recognize  that  such  a feat  can  be 
done,  as  it  is  only  a question  of  expense ; but  the  expense  would  in  our  minds  be 
entirely  prohibitory.  We  have  lately  had  experience  with  auxiliary  power  to  sail 
vessels,  fitting  out  three  whalers,  all  eminently  successful.  We  are  led  to  remark  this 
from  a remark  in  one  of  your  articles  relating  to  sail  vessels  in  canal.  We  think  this 
subject  one  to  be  elaborated  on  in  connection  with  the  canal  scheme.  We  have  looked 
upon  the  difficulty  of  building  either  canal  or  railroad  as  so  serious  as  almost  to  pre- 
clude the  carrying  out  of  either  scheme. 

I We  decidedly  favor  the  canal  over  the  railroad  scheme,  and  it  seems  to  us  that 
aere  can  be  but  one  opinion  as  to  the  benefits  to  the  commerce  of  the  world  and  to 
hat  of  our  own  country  particularly. 

Yours,  very  resp’y, 

C.  H.  DELAMATER  & CO. 


\\  aeeham.  Mass.,  February  IQ,  1881. 

Hon.  John  Conness  ; 

I?’"''?.?'®-  ™ Capt.  Eads’  project  for  a ship-railwav 

across  the  Istlmms,  as  you  thiuk  I ought  to  know  something  on  the  sub  ect  from 
fl  charge  of  the  construction  of  railways,  both  marine  and  others,^  and  not 

a little  experience  in  c'anal-building.  The  first  difficulty  that  presents  itself  to  my 
mind  in  the  case  is  the  utter  impossibility  of  transporting  a loaded  sea-going  vessil 
of  any  considerable  size  for  any  distance  over  land  with  safety  without  such  an  ex- 
penditure of  time  and  money  as  would  make  the  operation  perfectly  useless  for  prac 

discovered  some  method  hitherto  unknown 
bv^«?l  ^ unpublished  for  overcoming  well-known  physical  laws.  It  is  well  understood 
hiutd  ship-masters  that  a loaded  vessel  cannot  be 

^ water  witli  perfect  safety  on  our  best-constructed  marine  railways,  even 
liardly  discernible;  not  one  vessel  in  tei7 of  our 
meichant  marine  will  bear  the  strain  and  jar  to  which  they  are  subjected ; hence  it 
s never  done,  except  in  cases  of  the  greatest  emergency,  and  it  is  always  an  expen- 
sive  operation.  Many  instances  can  be  given  where  unloaded  vessels  have  been 
seiiously  injured  from  being  hauled  out  on  a marine  railway,  and  innumerjible  are 
the  instances  where  the  caulking  has  been  started  and  seams  opened  from  the  ine- 
h^i^ Y ° different  parts  of  the  vessel.  I once  had  a small  vessel 
fiom  at  New  Bedford  ; on  being  launched  the  caulking  started 

tioin  one  of  the  seams,  making  it  necessary  to  beach  the  vessel  to  keep  her  from  fill- 
ing with  water;  and  a similar  case  happened  to  me  in  Chesapeake  Bay.  It  is  con- 
sidered dangerous  for  a loaded  vessel  to  take  ground,  even  under  the  most  favorable 
circumstances  A nearly  new  and  well-built  vessel  belonging  to  this  town  was  se 
riously  injured  last  year  from  grounding  while  coal-laden  at  a Boston  wharf,  though 
the  whaif  had  been  prepared  for  the  reception  of  such  vessels,  and  all  danger  from 
grounding  supposed  to  be  provided  against.  It  is  inferred  by  some,  from  the  fact  that 
loaded  small  boats  are  carried  with  safety  on  railways  over  inclined  planes,  that  there- 
of  any  size  can  be  transported  on  a railway,  there  being  merely  a dif- 
fUp  ^ charge  of  the  reconstruction  of  four  of 

the  inclined  planes  on  the  Morris  Canal,  in  New  Jersey,  and  know^  something  of  their 
and  operation.  The  canal  was  used  as  far  as  wvas  possible,  and  the  in- 
clined  planes  put  m only  when  great  difim'ences  of  levels  were  to  be  overcome  in  a 
St  H a vast  difference  between  building  a railway  for  carrying  a 

flat-bottomed  canal-boat  of  Iffo  tons  burden  and  four  feet  draught  of  water  and  one 
for  a sea-going  ship  of  2,000  or  3,000  tons  burden,  with  a draught  of  from  18  feet  to 
-I  feet  of  water.  Certainly  no  comparison  favorable  to  a ship-railway  can  be  made 
betw^een  them  ; it  might,  possibly,  suggest  the  use  of  inclined  planes  instead  of  locks 
wheie  water  was  scarce,  a great  saving  of  distance  made,  and  vessels  to  be  built  ex- 
pressly for  the  purpose. 

welo}?t^nS'''^/nAo  ^ of  sufficient  strength  to  sustain  the 

Tnr  ^ 1 ship  must  cost  more  to  begin  with  than  a canal  of  equal 

inE  ii  keeping  it  in  repair  would  be  far  greater  than  that  of  keep- 

b perfect  in  its  construction,  beyond  the  possi- 

bility of  getting  out  of  order  from  any  cause,  even  a change  of  temperature.  ^ The 
car  or  cradle  in  which  the  vessel  is  carried  must  be  so  devised  as  to  give  the  vessel 
as  perfect  bearing  as  in  the  water  ; all  jars  must  be  provided  again.st ; the  weight  must 
car- wheels  that  they  cannot  break,  as  an  accident  in 
pHse  ^ broken  wheel  or  derailment  would  be  ruinous  to  the  enter- 

Now  when  all  this  is  satisfactorily  done,  the  question  of  the  power  required  to 
move  this  greut  weight  with  any  considt^rable  speed,  and  how  it  shall  be  applied 
piesents  itself,  and  we  are  at  once  confronted  with  the  fact  that  ships  often  stick  on 
the  ways  in  launching,  and  are  moved  down  grade  with  difficulty,  noticeably  in  the 
case  of  the  Great  Faaer7i  wheve  every  emergency  was  supposed  to  be  provided  for 
by  the  best  engineering  talent.  Though  there  has  been  no  positive  limit  yet  put  to 
the  weight  that  can  be  moved,  it  must  be  done  at  a very  slow  rate  when  more  than  a 
comparatively  few  tons  are  in  one  body. 

1 considerations  are  conclusive  to  my  mind  against  the  economic  practica- 

bility of  Capt.  Eads  project,  and  why  the  nation  should  not  assist  him  in  its  dem- 
onstration any  more  than  it  should  any  person  who  should  propose  to  carry  a ship 
across  the  Isthmus  in  a balloon,  ^ i 

Very  truly,  yours. 


A.  SAVABY,  Civil  Fjiigr. 


